Transmission-gearing



No. 607,640. Patented July l9, I898. F. SCHNEIDER.

TRANSMISSION GEARING.

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No. 607,640. Patented July I9, I898. F. SCHNEIDER. TRANSMISSION HEARING.

(Application filed Oct. 26, 1896.)

(No Model.)

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' Patented July I9, I898. r. SCHNEIDER. TRANSMISSION GEARING.

(Application fih-d Out. 26, 1mm.)

(No Model.)

Patenfed .Iuly l9, I898.

F. SCHNEIDER. TRANSMISSION GEABING.

(Application filed Oct. 26, 1896.)

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(No Model.)-

No. 607,640. Patented July l9, I898.

' F. SCHNEIDER.

TRANSMISSION GEARING.

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\A A u W =w 4 E W/ No. 607,640. Patented July l9, I898.

'F. SCHNEIDER. V TRANSMISSION BEARING. (Application filed Oct. 213,lSJG.)

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FREDERICK SCHNEIDER, OF ERIE, PENNSYLVANIA.

TRANSMISSION-(BEARING.

' SPEGIFIGATION forming part of Letters Patent No. 607,640, dated July19, 1898.

Application filed October 26,1896. Serial No. 610,148. (No model.)

To all whom, it nuty concern.-

Be it known that I, FREDERICK SCHNEIDER,

- gears whereby from a shaft rotating at a constant speed another shaftis drivenat a variable speed, this speed being adjustable either at willor automatically controlled by the change of the load on the drivenshaft.

My invention is illustrated in the accompanying drawings, wherein Figure1 is an elevation of my improved transmission gearing. Fig. 2 is avertical cross-section on the line 2 2, indicated in Fig. 3. Fig. 3 is asimilar section taken on the lines 3 3, indicated in Fig. 2. Fig. 4 is ahorizontal section on the line a 4, indicated in Fig. 3. Fig. 5 is anelevation of a modified form of the transmission-gear. Fig. 6 is ahorizontal section'thereof. Fig. 7 is a section on line 7 7, indicatedin Fig.5. Fig. 8 is a section of the speed-governing mechanism forautomatically changing the speed according to load, part of thegoverning mech anism being shown in Fig. 5 in elevation. Fig. 9 is asectional view of the load-pulley, showing the clutch part of its hub.Fig. 10 is an end view thereof. Fig. 11 is an end view of the slidingsleeve seen from the sectional line 11 11, indicated in Fig. 8, towardthe load-pulley. Fig. 12 is a detail of the device for rotating thegoverning mechanism with the driven shaft.

Similar letters of reference indicate corresponding parts in all views.

In the construction shown in Figs. 1 to 4, inclusively, thedriving-shaft a is pillowed in suitable bearings a and secured inposition by collars (t placed adjoining the bearings. These bearings,collars, &c., may be of any of the well-known types and are not shown inthe'drawings. Only the bearing and collar close adjoining the gearingare shown, the brackets or standards supporting the bearings being alsoomitted. To this shaft to are secured the gear-wheel d and thegear-wheel c, which latter has the gears cut on its inner periphery, asclearly shown in the drawings. These gear-wheels may also be screwedtogether or made in one. Gearwheel a transmits the motion to shaft Z) bymeans of the pinion f, set on crank-pin h, crank it being keyed to theshaftb. The gear g, which is cut on the periphery of the extended hub ofbevel-gear 2', serves as a resistance to the loose motion of pinion f.

Without such resistance this pinion would simply revolve as anidle-wheel loosely around the crank-pin h and the driven shaft 1) wouldnot revolve. On this principle the construction of my transmission-gearfor variable speed is based. It is evident that the speed of shaft Z)will depend on the speed of the resistance gear-wheel g and also on thedirection in which 3 this wheel 9 will revolve. When running in the samedirection as wheel 0, it will accelerate the revolutions of shaft 19'and retard its speed when its motion is reversed.

The resistance-wheel g is driven by beveled gears and 2', the formerbeing secured to shaft '21, and the latter secured to (or made in onepiece with) the wheel g. Gear-Wheel 7c is driven by the friction-disks mand Z, which.

15, screwed to it by screws to. Shaft 41 is provided with a keywayv anddisk 1 Witha corresponding key o. By turning hand-wheel 4, provided witha female screw-thread corresponding with the thread of sleeve 19, sleevep, and with it disk Z, is moved up or down on spindle n. a 4

When the friction-disk Z stands in the center of disk m, theresistance-gear o g will stand still and shaft 12 will revolve at avelocity corresponding to the proportion of gear-wheels c and g, whichis the same as that of gear-wheels cl and e. In any position of the diskZ below the center of disk on resistance gear-wheel g will be driven inthe same direction with wheel 0, its velocity being increasedproportionately to the distance of the disk Z from the center of disk m.In the same proportion with the increase in the number of revolutions ofwheel 9 the velocity of the driving-shaft b will be illcreased. Byshifting disk Z above the center of disk m its motion, and consequentlyalso the motion of wheel g, will be reversed, its speed being similarlyincreased proportionately to the distance of disk Z from center of diskm. In this case, however, the resistancewheel g, being driven inopposite direction to gear-wheel 0, will increase the dead motionof-pinionf and in the same proportion reduce the speed of crank it andshaft Z9 relatively to the speed of the driving-shaft.

In the modified construction shown in Figs. 5 to 12, inclusively, thedriven shaft Z) is mounted parallel to shaft a and is driven by thegear-wheel dd, rigidly secured to drivingshaft to and gearing with thewheel cc, mounted on the driven shaft. Gear-wheel dd is driven by thecombined action of the gearwheels cc, ff, ff, and gg. Friction-wheel Zis set on the driven shaft 19, and its position in relation to disk m ischanged automatically with the change of the load on pulley p17. The endof driving-shaft a, somewhat reduced in diameter, is pillowed in theT-bearing .22, wherein also shaft .22 is pillowed at right angle toshaft a and cast in one piece with bracket 222 Keyed to the shaft ct isbevel gear-wheel cc, gearing with the two beveled gear-wheels ff and ff,mounted loosely on spindles fs and f3, set in the wheel dd, looselymounted on the driving-shaft a. Pins fp and fp hold spindles f8 and fsin position. Opposite the beveled gear-wheel cc is loosely mounted onthe T-bearing cc of the shaft a the beveled resistance gear-wheel gg,joined to or cast together with bevel-gear it, the part gg gearing withthe wheels ff and ff and the part it gearing with the beveled gearwheel707a, keyed to the vertical shaft 22, to

-which also friction-disk is secured. The

functions of these gears are similar to that of the corresponding partsdescribed in the preceding construction. Beveled gear-wheel cc, keyed tothe shaft or and gearing with Wheels ff and ff, is the driving member ofthe gear. Its action, however, depends on the cooperation of theresistance gear-wheel gg.- If this wheel be withdrawn, gear-wheel ccwould simply rotate wheels ff and ff in opposite directions, and thecog-wheel dd, gearing with cc and driving-shaft b,would stand still.When, however, the gear-wheel gg is set in motion and driven in the samedirection as the gearwheel cc, it will then act as a resistance to themotion of the wheels ff and ff, and if gg is driven with the same speedas gearwheel cc these wheels ff and ff will not ro tate around theiraxis fs and fls, respectively, but will be held firmly between the cogsof the wheels cc and gg, whose combined action ameters of the cog-wheelsdd and 66.

will then rotate cog-wheel dd on shaft d (or rather with it) and drivecog-wheel cc, keyed to the shaft Z), (and consequently also this shaft17,) at a speed proportionate to the di- When the resistance gear-wheelgg is driven in the same direction with gear-Wheel cc, but with a lowerspeed, the gear-wheels ff and ff will be rotated so much in dead motionaround their axes as will be required to equalize the diderence in thespeed, and then the speed of wheel dd will be correspondingly retarded.The resistance gear-wheel gg is driven by the beveled gear-wheel 7570,as explained above, and the direction of its motion, as well as itsspeed, is governed by the position of frictionwheel Z on the disk m,secured to the shaft c2 by webs or keys 7w, engaging corresponding slotsin the shaft. Disk m rests on flange Yes of the set-screw 70s, enteringthe end of the shaft e'z. By turning this set-screw disk 7% may belifted or lowered. This adjustment is used to compensate for wear or toincrease the contact-pressure of disk m with wheel Z. Shaft 22 islongitudinally adjustable in its bearings .22 by screw 28, whereby thepressure between the two beveled gear-wheels 707a and it is regulated.Friction-wheel Z slides longitudinally on driven shaft 1) and rotateswith it, the shaft being provided with a spline pZ and thefriction-wheel with a corresponding groove. Its position 011 the shaftand in relation to the center of the friction-disk m is governed by theautomatic mechanism arranged on this shaft in connection with thedriving-pulley 191). Its position may also be changed by the samecontrivance (screwthreaded sleeve and hand wheel) as described and shownin the preceding construction. The speed of the friction-disk 'm will becorrespondingly reduced the farther friction-wheel Zwill be moved fromits center. In the position shown in the drawings the speed of thefriction-disk m, and consequently of the resistance gear-wheel gg,willcorrespond with the relative normal speed of the two shafts d and b asexpressed in the proportion of the gear-wheels cc and cc to each otherthat is, both shafts CZ and b will make the same number of revolutions.When, however, the governing mechanism forces wheel Z toward thecircumference of the frictiondisk m, the motion of the shaft Z) will beretarded. This shifting of the wheel Z operates in two ways to reducethe speed of the disk mfirst, by increasing the circle on which thewheel Z travels, and, second, by the consequent reduction of its ownspeed. It is also obvious that by moving the friction-Wheel Z only asmall distance toward the circumference of the friction-disk m the speedof the shaft 1) will be considerably reduced. In the same manner byshifting wheel Z toward the center of the disk m the speed ofthe shaft?)would be accelerated. The purpose of this construction, however, is toprovide a transmission-gearing that will automatically reduce the speedof the driven shaft in proportion to the load, and therefore theshifting of the friction-wheell is limited from a position giving thedriven shaft Z) a normal speed (equal number of revolutions with thedriving-shaft 5) toward the circumference of the disk m,whereby thespeed of the driven shaft b is reduced.

The mechanism changing automatically the position of thefriction-wheellon the friction-disk m is constructed as follows:

Flanged sleeve q, loosely mounted on the shaft Z) and having a largerboring between its ends, is connected by rods bq to frictionwheel Z. Inthe enlarged boring are provided longitudinal slots g, running parallelto the axis of the shaft. Rollers p and p, rotating on set-screws so,securing dog-collar 0 to the shaft b,engage in the longitudinal slots qand cause the sleeve q to revolve with the shaft 1). They do not,however, prevent it from sliding longitudinally on the shaft.

On the outside of the sleeve q, near to its flange qr, are set rollers uand it diametrically opposite each other, roller it being above androller a being below the center of the sleeve.

In the flange qr are provided semicircular slots 0 and in these slotsenter segments is of the enlarged hub tof pulley pl), loosely mounted onshaft I), thus forming a clutch between the sleeve q and the pulley.Segments is have a sufficiently wide clearance on both ends of the slots7* to allow the pulley pb aswing on the shaft and are provided withspiral ways in and in, wherein the rollers 20 and to engage.

Collar pr, secured to the shaft by set-screw sh, holds pulley 19b inclose position to the sleeve q, and ball-bearing be", provided betweenthe pulley ph and collar 19 1, relieves the friction between them.Sleeveq is pressed against the clutch of the pulley pl) by spiral springac, slid on the shaft 6 and resting against screw-nut collars Zm,screwed on the shaft. The tension of the spring is adjusted by changingthe position of these collars bn until friction-wheel Z is brought inexact position corresponding to the normal load of the pulley pl). Inthis normal position rollers in and a will be in the position shown inFig. 8 at the inner ends of the spiral ways W and in, respectively, andthe flange qr is pressed in brake-ring 3, provided to prevent anincrease of the speed of shaft 1) beyond the normal speed when there isno load on the pulley.

When the speed-governing mechanism is adjusted,the tension of the springac is slightly reduced to cause the pulley 13b to lag slightly under itsnormal load, and thereby to force flange g1 from brake-ring 8. When theload on the pulley 19b is increased, its motion will befurther retarded,and by this change in the relative position of pulley 19b and sleeve qrollers 24 and it will be forced to move outward on the spiral ways taand ta, thereby pushing sleeve q against the spring ac until the strainproduced by the increased load will be balanced by the reaction of thespring ac. Friction-Wheel Z, being rigidly connected to the sleeve q,will be thus shifted toward the circumference of the frictioirdisk m,and thereby the speed of this friction-disk and of the'resistancegear-wheel gg will be reduced. This again will, as explained above,increase the dead motion of gear-wheels and y? whereby, again, the speedof the cog-wheel dd, and consequently also of the shaft 1), will becorrespondingly reduced. When the load on the pulley 191) is againreduced, sleeveq will suc cessively return, yielding to the pressure ofspring no in its normal position, and the speed of shaft 1) willcorrespondingly increase.

Brake-ring s is provided to prevent an undue increase of the speed ofshaft 1) when there is no load on the pulley. My improved transmissiongearing will be found well adaptable for counter-shafts of machinesrunning under variable loadas planers, presses, shears, punchers,printing-presses, &c.-and especially for motors propelling cars andvehicles and for other similar purposes.

In my specification I have endeavored to describe and illustrate onlythe practical embodiment of my invention in its construction andoperation without regard to any special use. The relative positions ofthe several parts will probably have to be changed to meet specificrequirements. This description, however, renders it obvious to allfamil-.

iar with the art how to adapt the construction for some particularpurpose.

I claim as my invention and desire to secure by Letters Patent- 1. Amechanism for transmitting motion at variable speed, comprising adriving and a driven shaft, a gear-Wheel secured to the driving-shaft, acrank secured to the driven shaft, a stud set in the end of the crank, apinion set rotatably on the stud and gearing with the gear-wheel securedto the drivingshaft, a gear-Wheel set rotatably on the driven shaft andgearing with the pinion, and means j for rotating this gear-wheel on thedriven shaft.

2. The combination with mechanism for transmitting motion with avariable speed from a driving-shaft running at a constant speed,comprising a driving and a driven shaft, a gear-wheel secured to thedrivingshaft, a crank secured to the driven shaft, a stud set in the endof the crank, a pinion set rotatably on the stud and gearing with thegear-wheel secured to the driving-shaft, a gear-wheel set rotatably onthe driven shaft and gearing with the pinion, of a gear-wheel, setrotatably on the driven shaft and secured to the gear-wheel gearing withthe pinion, a cog-wheel secured to the driving-shaft, an auxiliary shaftpillowed parallel to the driving-shaft, a cog-wheel secured to theauxiliary shaft and gearing with the cog-wheel set on the driving-shaft,a friction-disk rigidly secured to the end of the auxiliary shaft, asecond auxiliary shaft pilloWed at right angle to the driven shaft, afriction-Wheel set on this auxiliary shaft and engaging with thefriction-disk, a beveled gear-wheel secured to the same auxiliary shaftand gearing with the beveled gear-wheel secured to the gearwheel setrotatably on the driven shaft, and of means for gradually shifting thefrictionwheel in relation to the friction-disk.

3. The combination with a transmissiongearing for driving a shaft withvariable speed from a shaft having a constant speed, of mechanism forautomatically changing the speed of the gearing in accordance with theload on the driven shaft, comprising an auxiliary shaft, a gear-Wheeland a friction-disk secured to the auxiliary shaft, a flanged sleeve,sliding longitudinally on the driven shaft, and having an enlargedboring between its ends, longitudinal slots in the enlarged boring, adog-collar, rollers rotating on setscrews, securing the collar to theshaft, and engaging in the slots of the sleeve, rods connecting thesleeve to the friction-wheel; semicircular slots in the flange of thesleeve, drivin position against the action of the spring,

and a brake-ring, surrounding the flange of the sleeve and acting as aload on the driven shaft when the driven pulley is relieved.

In witness that I claim the improvements described in theforeg'oingspecification I have signed my name in the presence of two subscribingwitnesses.

FREDERICK SCHNEIDER.

Witnesses:

F. OARRICK, GEORGE M. FLETCHER.

